Car-replacer.



E. M. TAYLOR.

GAR REPLAGER.

APPLICATION FILED 121113.16. 1911.

190150980 Patented Jan. 16,1912.

E. M. TAYLOR.

GAR REPLACER.

APPLICATION FILED PEB. 1e, 1911.

11015,@98., Panenned Jan. 16,1912.

2 SHEETS-SHBBT 2.

1 l md5/7K@ Z021 narran jsrarns Parana onirica.

' 'ERNEST M.

TAYLOR, OF PETERSBURG, VIRGINIA, ASSIGNOR 0F ONE-THIRD T0 WILLIAM EDWARD `POOLE, OF PETERSBURG, VIRGINIA.

can-anuncian.

Specication of Iietters Patent.

Patented J an. 16, 1912.

Application iled February 1 6, 1911. Serial No. 608,907.

way rolling stock, and it has for its objectV primarily to provide improved apparatus of this character whereby the operation Aof replacing derailed cars is facilitated and may be accomplished more easily and quickly than is possible with replacers as heretofore constructed or used, each replacer according to the present invention being provided with anchors which are capable not only of firmlylocking the replacer in close and proper relation to the rail, but such anchors are also adjustable in such manner that either end of the replacer may be set at an angle and -at a distance from the-rail and locked in such .position `by the anchors, whereby wheels that have reached a position considerably distant from the rail can be drifted laterally and toward thel rail and' the car truck alined with the track bythe angularly positioned replacer.

Further objects of the invention are to provide anchors of improved construction for locking the replacer to the rail, `such anchors being adjustable to permit the' replacer to be set at an angle to the rail as above described and to insure a close rela-v tion between the replacer and the rail, and

the anchors are so constructed that they are capable of being directly disconnected from the replacer or, in case of damage to those portions of the anchors which engage the replacer, the latter and the anchors locked thereto .can be bodily removed from the track simply by detaching or loosening ad-v justable locking slides on the anchors from the base flange of the rail. Y The present invention also involves the insertion of a manganese plate in the surface of thereplacer and atl the crown thereof whereby said plate will receive the wheel iiange when the wheel has reached a point where it can be transferred laterally to the rail, a 'plate vof such. material affording a hard smooth surface which cannot be grooved or indented by the wheel flange and, hence, the wheel will slip or drift readily fromthe replacer to the rail owing to the inclination ofthe plate.

To these and other ends, the invention consists in certain improvements, and com.- bmations and arrangements of parts, all as will behereinafter more fully described,V

the novel features being-pointed out particularly in the claims at the end of the specification.

In the accompanying drawing Figure 1 is a plan view of the section of a railway track shwing diagrammatically the manner in which a pair of replacers constructed in accordance with the .present'inventionl are applied and used; Fig. 2 illustrates diagrammatically the manner of using the replacers when the derailed wheels occupy a position at a considerable distance from the rails or a distance greater than the width of the replacer; Fig. represents a transverse section of a railway track showing dia grammatically the manner in which the derailed wheels are returned to the rails; Fig.

4 represents an enlarged section through one of the replacers and the adjacent track to which it is locked, the section being taken on the line 4 4 of Fig. 1; Figs. 5 and 6 are perspective views of one of the replacers showing the top and bottom thereof; and Fig. 7 is a collective view showing the parts or elements of each anchor.

Similar parts are referencecharacters in the several views.

Car replacers constructed in accordance with 'the present invention are, as usual, made in pairs and are adapted to be placed upon the track at directly opposite points andat those sides of the rails toward which the derailed'wheels are displaced. According to the presen-t invention the tworeplacers composing the, pair are duplicates in construction with the exception of theformation of the faces or surfaces andthe lugs which space them from the rails. Y A detailed description of one ofthe replacers will therefore suffice for both.

nthe present instance each replacer is cast on otherwise formed as a shell 1 which may be substantially; hollow interiorly to reduce weightr and the shell is reinforced and strengthened by a central transverse web 2 which connects the longitudinal side walls 3 and 4 andalso by a pair of intermediate webs 5 and the diagonal webs' 6, the

designated by the same upper side of the replacer being" arched and.

the reinforcements just described enable the -arched surface to sustain the weight of the wheels and the stresses imposed upon them in use.v The .side wall 3, which in practice is the lone fplaced adjacent to the rail, is preferably ormed with a clearance 7 which enables this wall to bridge or span the spikes or. other devices which secure the rail to the tie, the replacer beingpreferably' of such a length that one tie will rest beneath,

this clearance and the two ties at opposite sides thereof will rest beneath and support the ends of the replacer. 4-

In order to assist the anchors to be hereinafter described in locking each replacer from movement when engaged by the car wheel, lthe ends of the replacer may be formed with a suitable number ofspurs 8 adapted to grip and obtain a hold upon the ties which support-the ends of the replacer and the lower edge ofthe side wall 4 may also be formed with a spur 9 to en ge and obtain a grip upon the middle tie. vThe side -wall 3 of each replacer is formed with a suitable number of lugs which serve to properly position the replacer with 4respect to the rail. In the present instance a pair of these lugs 10 is provided. for each replacer and they are adapted to engage the under side of the ball or head of the rail to prevent tilting or tipping of the replacer, and

these lugs also engage the vertical web of the rail. These lugs 10 upon the replacer which is to be located at the inner slde of one of the rails are suiiciently long to main-v tainV a space betweenthe inner edge of the rail and the adjacent edge of the replacer 'whereby the wheel ila-nge may enter this 'space when the wheel is returned to the-rail?,

i the rail. In the present instance I employ la Vest pair of anchors for each replacer, lthe 4anchors being duplicates and each comprising -a bar 12 one end of which is bent upwardly ar andat an angle to the remainder of the extends through the hole 11, while the opposite end of the bar extends horizontally beneath.the rail and bears latwise against the under side of the base Harige thereof, as shown clearly in Fig. 4.' This bar islocked to the replacer by a pin 13 which is removably titted into an aperture 14 formed in the 'upwardly bent end of the bar and the lother end-ofthebar isiformed with a set of longitudinally spaced apertures 15. A locking slide 16 is adjustbly lit-ted u'ponthe horizontal portion of the bar and this slide ,is preferably in the form ofablock havi a rectangular opening -17 therethro n which corresponds in angular shape to t e cross-section of the bar 12 and'one end ofd the slide is formed with a slot '.18 which when the slide is in locked position receives and coperates with the base flange of the rail. This slot corresponds to the shape of the base iiange on the rail,- its lower wall being horizontal' and its upper walltapered, as shown. A headed pin 19 extends through the locking' slide 16 and through an appropriate aperture 15 in the bar and when this slide is locked to thebar at one end and the opposite end of the' bar is locked or keyed to the replacer, the latter is firmly locked in proper relationto the rail. It is to be understood that the replacer is first located properl 'upon the track and is moved toward t e rail until the lugs 10 on thereplacer engage .beneath the ball of the rail and rest against the vertical web of the rail and while the replacer occupies this position, the anchors are applied and the slide 16 is tightened and locked. When the anchors are locked inthis manner, lifting ofthat side of the replacer which is adjawhich abut against the under side of the ball vor head of the rail and lifting of the op posite side of the replacer is prevented by the bar. The replacer is therefore capable of withstanding the tendencies to .displace 'it when struck by 'the derailed car wheel.

To avoid anyplay between the replacer and the rail, the Vreplacer can be-pushed' along -cent to the rail is prevented by the lugs 10 the rail in the direction in which the derailed car is to be moved, the anchors then assuming an inclined position with respect 'to the rail and serving to draw the replacer toward the rail.

The anchors provided by the -'present in.- vention enable each re lacerto be set in dii'erent adjusted positions with respect to the rail. In many cases, the derailed wheels stand at a distance from the rails which is -greater than the width of the replacer. The

the opposite end of the replacer to stand atA a considerable angle with respect to the rail, and this second anchor is then locked in such position to prevent spreadin or relative separation between the rep acer and the present invention may be quickl the rail. While the replacer is in this position, the derailed wheels, when the car is shifted, will be engaged by the angularly placed replacer or replacers and such wheels will be thereby drifted or shifted laterally and toward the rails. When the wheels have beenbrought sufficiently close Vto the rails, then the replacers may be locked to the rails in the manner before decribed, that is to say, in parallelism with the rails, and the derailed wheels subsequently mounted upon the rails in the usual way.

be located at the outer side' of the ra'il may have a plain surface, while the replacer which is to be located at the inner side of the opposite rail is preferably formed with a pair of guiding grooves 20 and 21, which lead upwardly from the two ends of the replacer, and the side walls of these grooves preferably converge to produce a drifting action upon the wheel flanges as the wheels mount the replacers. In practice, it has been found that the wheel flanges, owing to the weight of the cars, particularly when loaded, produce a groove or indentation in the replacer, which resists or has a tendency to prevent lateral drifting of the wheels in order to transfer them from the replacers to the rails, this being the case when the replacers are made of iron, as usual. To-obviate this objection and to facilitate the lateral drifting of the wheels from the replcers to the rails, I insert a plate 22 of manganese alloy or equivalent hard metal into the crown of each replacer, so that as soon as the anges of the wheels reach the crowns of the two oppositely positioned replacers, such flanges will' encounter the hard metal plates and will then slip immediately over to the rails. This plate of-manganese alloy or equivalent hard metal may be cast in the replacer, the body of which may be composed of cast steel, and to lock itin place, it is preferably dove-tailed as shown. Replacers constructed in accordance witl an conveniently applied to the rails an they may also be quickly and easily removed from the track, spiking of the replacers to the ties being unnecessary. Moreover, should either endof either anchor become damaged by the derailed wheels to such an extent as tol render vit impossible to detach such replacer from the' anchor, then the anchor could be unlocked and detached from the rail and vice versa.

. means 'for' `locklng the replacer in coperamy `hand in tive relation to the rail, comprising a air of anchors, each having detachable hol in means at one end engaging the replacer an havin a slide at its opposite end lockable with t e rail and having means for adjusting it at one of several positions longitudinally of said anchor whereby the replacer may be held from moving away from the rail while in close and parallel relation or in angular relation to the rail.

. 2. The combination of a car replacer y adapted to be applied to a railway rail, and The upper sides of both replacers slope toward the rails. The replacer which is to vits length and provided with detachable lockin' slides which are lockable with the base ange of a rail, said slides being adjustable independently of each other and also adjustable relatively to the respective anchors whereby the replacer may be held from moving away from the rail while in close parallel relation to the rail or in angular relation thereto.

3. The combination of a car re lacer adapted to be applied to a railway rai and means for locking itin coperative relation therewith, comprising a pair of anchors, each embodying a bar connected at one end to that side of the replacer which is distant from the rail and the opposite end of the bar being provided with a set of longitudinally spaced lockin apertures, a slide adjustable longitudina ly on the said apertured end of the bar and having a recess in one end to receive and interlock with an edge of the base flange of the rail," and a locking pin adapted to fit lany one of said aperturesv railway rail and having a hole in the wall thereof removed from the rail and also formed with a transverse reinforcing rib the lhwer edge of which forms a guide leading to said hole, .and an anchor having an end adapted to coperate with thelower ed e of said rib as a ide and to enter said ho e, means for detac ably con'nectingl such end of the bar to said replacer, and means for adjustably and detachably connecting the opposite end of the anchor to a rail.

' In testimony whereof I have hereunto set presence of twosubscribing witnesses. 4

"ERNEST M. TAYLOR. l Witnesses? WM. H; FREY,

CEAS. P. ABERNATHY. 

